Improvement in automatic railroad-signals



Z Sheet-"Sheet G. G LEDHILL AUTOMATIC RAILROAD SIGNALS.

Patented Sept. 5,1876.

INVENTOR- Wl TN ESSES.

KPETEZS. PHOTO-LITKOGRAFNER, WASMMGTON D C 2 Sheets-Shet 2.

G. GLEDHILL.

AUTOMATIC RAILROAD SIGNALS.

Patented Se pt 5, 1876.

WITNESSES- I INVENTDFL} jZ/ZZ/ FIG.

N.FETERS. PHOTO-UYHOGRAFHEH. WASHWGTON. D, C.

UNITED STATES PATENT OEEIoE GEORGE GLEDHILL, OF PROVIDENCE, RHODEISLAND, ASSIGNOR OF PART OF HIS RIGHT TO THOMAS BOOTH, JOSEPH EASTWOOD,AND ABBEL BOWER, OF SAME PLACE.

IMPROVEMENT IN AUTOMATIC RAILROAD-SIGNALS.

Specification forming part of Letters Patent No. 18!,833, datedSeptember 5, 1876; application filed May 20, 1876.

To all whom it may concern.

Be it known that I, GEORGE GLEDHILL, of Providence, in the county ofProvidence and State of Rhode Island, formerly a resident ofSlaithwaite, in the county of York, England, have invented certain newand useful Improvements in Automatic Railroad-Signals; and I herebydeclare that the following is a full, clear, and exact description ofthe same, reference being had to the accompan yin g drawings, formingpart of this specification.

Figure 1 is a perspective view, showing the application of my automaticrailroad-signal. The position of the signals is shown as indicating thata train has passed the first or nearest signal-post, but has not passedbeyond the second, the road between the two posts being therefore shownas not clear. Fig. 2 is a perspective view of the box, partly brokenaway to show the interior mechanism by which the signals areautomatically raised by the passing train. Fig. 3 is a top view of themechanism by which the danger-signals are automatically raised by thepassing train. Fig. 4 is a perspective view of the box, parts of whichare cut away to show the mechanism by which the danger-signals arelowered automatically by the passing train, and thus indicate that theroad is clear. Fig. 5 is a top view of the mechanism by which thedangersignals are automatically lowered by the pass ing train. Fig. 6 isan enlarged side view of the signal-box, signal-post, and the signalsshown as indicating danger, or that the next distance is occupied by atrain.

Similar letters of reference indicate corresponding parts.

The object of this invention is to provide a strikingly noticeablesignal system for railroads, operated automatically by the passing of atrain, that shall be simple in construction and operation, raised andlowered by the train, always reliable, and shall indicate the conditionof each successive distance or section of a railroad to the engineer ofthe locomotive; and consists in the novel arrangement of the mechanismby which a strikingly noticeable signal is raised in the immediate sightof the engine-driver, automatically, as the train passes along the line,which signal remains in position, and serves as a warning or dangersignal to any succeeding train until the train which has raised itarrives at the next or distance-signal point, when, by means of a wireconnection, the first signal drops, and a similar one is raised exactlyin the same way as the first, which is repeated along the whole lengthof the railroad, and by every train passing along the line.

By night, a light in a properly-arranged lantern indicates the signal bythe differentcolored slides, which are placed before the light, so thatby day or night the locomotiveengineer is aware of the condition of eachsection of the road, and also leaves a warningsignal for all trains thatfollow him.

In the drawings, A is the box containing the mechanism for raising thesignal, and B the box containing the mechanism for lowering the same.'Both of these boxes may be placed below the surface of the road-bed.Being contained in perfectly tight boxes or re ccptacles, neitherrain,'water, dirt, nor frost will interfere with the perfect working ofthe mechanism. 0 O are the signal'posts. D represents the day-signal,and E the night-signal or lantern.

The mechanism consists of the hinged arm a, placed inside and along theside of the rail, and is connected by a rod with the bell-crank b. Whenthe train passes along the line the flange on the first wheel depressesthe hinged arm a, and thus operates the bell-crank b. Connected with thebell-crank b, at c,'is a'wire, rope, or partially-flexible rod, which,passing over the drum d, is secured to the slide 0. The depressionot'the hinged arm a, operating the bell-crank, therefore slides theslide 6 backward. To the end of the slide 6 a wire or wire-rope passesover the sheave f, and is secured to the lever g, which, turning on thecentral fulcrum, and weighted at the opposite end by the weight h, isallowed to turn down at the weighted end as soon as the slide e is movedback, and the signals are thus operated. As the signals must remain fora given time in the raised position, the pawl k at this moment engageswith the projection on the slide 6, and thus retains the same, as isshown in Figs. 2 and 3.

lis the trip-lever, which is operated from the box B, and serves torelease the pawl 70 and slide e, and the weight m, secured to a cordpassing over a sheave, and having the other end secured to the slide 0,pulls the slide forward, and thus again in its first position, and readyto be operated upon by the next train.

In Fig. 4 it will be seen that the connectingrod '6 connects the arm 9with the signal D and the colored slide E, so that as soon as the armgis relieved the signals are raised by the simplest and most certainmeansviz., a weight. lt will be also seen that as soon as the pawl 70relieves the slide 6 the weight m lowers the signal and replaces theparts, so as to be ready for the next train. These simple and effectivearrangements of operating all the mechanism by dead weight form one ofthe most valuable features in this improved automatic signal apparatus.

The train, having raised its own signal, passes on, leaving thedanger-signal to any other train following until the first train reachesthe end of the section, when it passes over the hinged arm a (in allrespects similar to the arm a) at the box A. This arm a is connectedwith the mechanism in the box B by means of the bell-crank b, which isoperated in all respects like the bell-crank b in box A. From the end ofthe bellcrank b a cord or wire extends to the sliding bar 6, on which apawl is secured, and when the sliding bar 6 is drawn forward by thebell-crank I), this pawl passes beyond the hinged arm k, to the upperend of which the cord at is secured. This cord 0?. extends to the box A,and is also secured to the trip-leverl; and as soon as the train haspassed over the hinged arm a, the sliding arm 0 is pulled back by theweight m. The pawl engages with the lower end of the hinged arm is, andmoves the upper end forward, thus drawing in the cord n, and raisingthepawl 70 in the box A by means of the trip-lever L, when the signals areat once lowered by the weight m operating the slide 0, and thus raisingthe weight h on the arm g.

Instead of raising the signal as the train passes the signal-post, thesame mechanism may be employed to raise the signal at any requireddistance ahead of the train, and thus allow two signals (one ahead ofthe train and one behind the train) to be raised, so that another train,no matter from which direction it comes, may be aware that the sectionbeyond the signal is occupied by a train; thus instantly apprising theengineer of the approaching train of any stoppage or accident which mayhave occurred on the line beyond or in frontof any train which may berunning, so that the train may at once be brought to a stand, and alldanger or accident avoided.

The invention is so simple and operated by the most positive means (aweight) that any ordinary mechanic can arrange the same.

The operation being entirely automatic, as

the trains run along the line, they operate the signals and indicate tothefollowing trains the necessity of caution or the assurance of a clearline. No special employe's under daily pay are required,-and the safetyof passengcrs and goods does not depend on the vigilance and reliabilityof the persons employed.

\Vhen this automatic signal is placed on a railroad having a singletrack, one of the boxes A, provided with the mechanism described, isplaced on each side of the signalpost, so that the signal is raised fromwhichever side or direction the train may be approaching, while the boxB is connected with the signal-posts in both directions, so as to lowerthe signals when the train passes the box B. By this arrangement, solong as the signal mechanism is kept in proper condition,

all the movements of the trains in either direction will beautomatically signaled to succeeding or approaching trains, and suchaccidents as are now common, causing destruction of life and property,will be avoided.

Having th us'desoribed my invention, I claim as new and desire to secureby Letters Patent- 1. In an automatic railroad-signal apparatus, thecombination, with the signal-board and signal-lantern, of the hinged arma, the bell-crank I), slide 6. pawl 70, and weighted lever g, arrangedand operating substantially as and for the purpose set forth.

2. Inan automatic railroad-signal, the combination, with a day and nightsignal, of the hinged arm 0,, arranged by the mechanism, substantiallyas described, to release the weighted lever g, and thus raise thesignal, as and for the purpose set forth.

3. The combination of the hinged arm a, the bell-crank lever b, theslide 6, and hinged arm 70, arranged to operate the disengagingmechanism, substantially as and for the purpose described.

4. In an automatic railroad-signal, the combination, with a day andnight signal, of the arm a, the slide 6, pawl k, lever g, and weight m,arranged so as to lower the signals, substantially as and for thepurpose specified.

5. The combination, with the slide 6, pawl 70, and lever g, of theweight m, arranged and operating substantially as and for the purposedescribed.

6. In an automatic railroad-signal, the combination, with aday and nightsignal, of the hinged arms a and a, the weighted lever g, and weight m,and the intermediate mechanism, substantially as described, arranged toraise and lower the signals, substantially as described.

GEORGE GLEDHILL.

Witnesses: e JOSEPH A. MILLER,

HORACE F. HORTON.

